Automatic train control.



F. A. WALTON. AUTOMATIC TRAIN CONTROL. APPLICATION FILED OCT. 31. 1916.

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"UNITED STATES PATENTOFFICE.

FRANK ALBERT WALTON, 0F SPARKS, NEVADA, ASSIGNOR OF ONE-THIRD TO FRED WILLIAM STEINER, OF SPARKS, NEVADA;

AUTOMATIC TRAIN CONTROL.

Specification of Letters Patent. Patented Sept. 25, 1917.

Application filed October 31, 1916. Serial No. 128,736.

useful Improvements in Automatic Train Controls, of which the following is a specification.

This invention relates to certain novel and useful improvements in automatic train stopping apparatus.

In carrying out the present invention, it

is my purpose to provide an automatic train;

stopping apparatus which will operate to apply the brakes in the event of the train running into a danger zone, and which will embody a valve located in the air line'of the brake system and connected to a weighted lever that is normally held in inactive position by a latching mechanism, and an electroresponsive device connected with the lever and the latching mechanism in such manner as to relieve the lever of the infinence of the latching mechanism and I move the lever initially upon the release of the latching mechanism, thereby permitting the lever to gravitate to active position to operate the valve to effect an application of the brakes. This electroresponsive device is unden the control of the road, signals and is energized when the train runs by a signal. I set at danger.

\Vith the above and other objects in view, 7 the invention consists in the construction,

combination and arrangement of parts hereinafter set forth and falling within the scope In the accompanying drawings Figure 1 is a diagrammatic plan view of apparatus constructed in accordance with the present invention. 1

Fig. 2 isa sectional detail of; the valve casing and valve.

Referring now to the drawings in detail, '1

designates a tra'ckway, while 2 indicates semaphores arranged along the trackway 1,

and suitably spaced apart to divide the trackway into sections or blocks, Arranged adjacent'to the entrance of each block are contact rails 3 spaced apart in parallelism and connected to the opposite sides of a source of energy, as a battery 4, by means of wires 5. Located in one of the wires 5 is a circuit closer 6 connected by suitable mocha .pin 15.

nism to the adjacent semaphore so that when the semaphore blade moves to danger circuit with the contact -railsdf.

Connected in theair line 0 the brake system of the train, around t engineers brake valve, is a valve 7 arran ed'in a horizontal position. Connected ith the stem position the battery 4 will be connected in of the valve 7 is a disk 8 and vformed'in tegral with the periphery of the'disk 8 and pro ecting outwardly therefrom is a lever 9 normally disposed in a vertical positionto' hold the valve in normal position. .On the upper end of the lever 9 is .a weight 10 capable of adjustment along the l ver and equipped with suitable means ll whereby the weight may be locked in' adjusted posi tion. Loosely mounted upon'the stem of the valve 7 adjacent to the disk 8 is a trip lever 11 depending from the valve, and project-v and engaging the notch 13 is one end of a a pawl 14 pivoted between its ends at 1 5 and normally hcld'inlatching position by means of a spring 16, the pawl 14, when -in engagement with the notch 13, acting to prevent accidental movement ofthe lever 9 incident to the jarring or vibration of the motorcar. Fastened to the lever 11 adjacent-to the lower extremity thereof isone end of a rod .17 projecting upwardly and outwardly from the lever-.and having the outer end equipped with a stud 18 that engages the lower edge of the pawl 14 beyond the pivot 19 designates an electromagnet Whose armature is mounted on a lever 20 capable of swinging movement, and connected through the medium of a chain 21 to one end of a link 22, the other end of the link 22 being connected through the medium of a pin and slot connection 23 with the lower end of the lever 11 The terminals of the magnet 19 are connected, by means of wires 24, with brushes 25 of some suitable construction carried by the motor car and adapted to wipe over the contact rails 3 in the travel of the car along the track.

In practice, when a signal blade is in danger position, and a train runs by such blade, the current from the battery 4 flows through the coil of the magnet 19 as soon as the brushes 25 engage the contact rails, thereby energizin the magnet 19. Upon the energization 0% the magnet 19 the armature lever 20 is moved, thereby pulling upon the chain 21. to swing the lever 11. In this swinging of the lever the rod 17 operates the latching pawl '14 to disengage the notch 13, While the lever engages the pins-12 to initially move the disk and the lever 9. Succeeding this initial movement of the disk the weight 10 gravitates to lowered position, thereby'operating the valve 7 to eflect the application of the brakes.

I claim 1. In automatic train stopping apparatus,

a valve connected in the air line and operable to secure an application of the brakes,

a disk connected with the" stem of said valve, pins in said disk, a, lever connected to said disk and projecting normally upward to hold the valve in normal position, and a weight on the outer end of said lever adapted to swing the latter to operate the valve to brake applying position, combined with a second lever loosely mounted on the valve stem alongside said disk and capable of slight lost motion between said pins when moved on its. pivot, and mechanism for swinging the second-named lever to start the movement of the disk and throw the first-named lever and its weight out of a strictly vertical position, for the purpose set forth. a

2. In automatic train stopping apparatus, a valve connected in the air line and operable to secure an application of the brakes, a disk connected with the stem of said valve, a Weighted lever connected to said disk and projecting normally upward to hold the valve in normal position said lever adapted to swing and move the valve to brake applying position, and means hold.-

holding means and permitting the disk to turn under the influence of the weighted lever when the latter is thrown out of strictly upright position.

3. In automatic train stopping mechanism, a valve connected in the air line and operable to secure an application of the brakes, a disk connected with the stem of said valve, a lever connected to said disk and projecting normally upward to hold the valve in normal position, a weight on the outer end of said lever adapted to swing the latter to operate the valve to brake applying position, a lever loosely mounted upon said valve stem and depending from the valve, means for operating this lever to initially move the first mentioned lever, and latching mechanism for said disk under the control of the second named lever.

4. In automatic train stopping mechanism, a valve connected in the air line and operable to secure an application of \the brakes, a disk connected with the stem of said valve, alcver connected to said disk and projecting normally upward to hold the valve'in normal position, a weight on the outer end of said lever adapted to swing the latter to operate the valve to brake applying position, a' lever loosely mounted upon said valve stem and depending from the valve, means for operating this lever to initially move the first mentioned lever, said disk'being formed with a notch, a pawl fulcrumed between its ends and having one end normally engaging said notch to hold the disk against movement, and a rod connected to said second named lever and adapted to actuate the pawl to release the disk upon the movement of the second named lever.

In testimony whereof I afiix my signature.

FRANK ALBERT WALTON. 

